roberts



3 Sheets-Sheet 2.

(N0 Model.)

E. J.'ROBERTS.

A GAR BRAKB. N0. 316.829. Paterfted Apr. 28, 1885.

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. 3 Sheets-Sheet 3. E. J. ROBBRTS.

- GAR BRAKE. No. 316,829. Paten ted Apr. 28. 1885.

UNITED STATES PATENT OFFICE.

EDWARD J. ROBERTS, OF ASHLAND, KENTUCKY, ASSIGNOR OF ONE-FOURTH T WM. W. OULBER'ISON, OF SAME PLAGE.

CAR-BRAKE.

E PIBCIFICATION ferming part of Letters Patent N0. 316.829, dated April 8, 1885- Application filed April 30, 1884. (N0 model.)

T0 aZZ whom z't may aoncern:

Be it known that I, EDWARD J. ROBERTS, a citizen of the United Stabes, residing ab Ash land, in the county 0f Boyd and Sbate 0f Kentucky, have invented eertain new and useful Improvements in Automatic Car-Brakes, of which the following is a specification.

My invention relates 120 that dass of OEM brakes in whieh the momenoum 0f eaeh ear of the train is employecl to effeeb the application 0f its own brakes whenever a crowding of the ears oecurs, caused by a more or lese complete stoppage of the engine or forward cars.

In order that my invention may be fully understood, I will proeeed 130 deseribe ib w ith reference t0 the aceompanying drawings, in whieh- Figure I is a plan view 0f the drafb-timbers of one end of a freight-car wibh my invention applied. Fig. II is a detail elevabion of the loeking mechanism berein employed. Fig. III is a 'pe'rspeetive view of one end of a box or freight ear, showing meehanism f0r operab ing the locking meehanism from the 100f thereof. Fig. IV is a view similar -t0 Fig. I, showing a modified form 0f the braking and locking meehanism. Fig. Vis aside elevation of the same, and Fig. VIis a perspective view 0f the automalzio operating-lever detached.

3 The draw-bar 1 and coupling2 employedin my improved brake system may be of any ordinary er apprved construction. It is preferred, however, 130 use substantially that form which I have made the subjeeb of an application for patent of even date herewith, in Whieh the link-retaining hook 3 is placed wibhin the draw-bar head and transmits strain 11011 to said draw-bar head, laut 110 the clraft er follower plates 4, and thence through the draw- 4 spring 5 to the timbers of the ear-frame. In this case the drawbar head serves merely the pnrpose of a buffer, acting through the drawspring 5 and the rear plate, 4. A second spring, 5, is placed on the draw-bar Wibhin thedraw-head 1, and keeps the said draw-bar normally in its forward position by bearing against the rear side of the flange or collar seeured thereto. It will 'hns be observed that the draw-bar and draw-head move entirely independent 0f each other, eaeh transmitbing its movement; 130 the ear-frame through the medium of bhe spring 5 and plates 4.

Pivoted 130 the car-frame ab 6 is my improved automatie brake-lever, 7, tl1e shorter end 0f which is turned up, as shown ab 8, Fig. V, t0 be engaged by the forward follower-pla-te, 4. The longer arm of the lever 7 is extended beyond the drafb-timbers and slotted longitudinally ab 9, to receive the customary hand-brake connecting-rbd, 10. The conneeting-rod 10 6chas loose bearing ab 11 in a braeket fixed to the car-timbers, and is connected ab its forWard end by means ofchain 12150 the customaryhandbrake shaft, while ab it-s rear end it has eonnection with the brake-lever chain. A spiral 6 spring, 13, interposed between the bracket 11 and the end of bhe 10d 10 serves t0 retraet said rod and release the brakes after applicataion.

A seeond spiral spring, 14, is placed upon the rod 10 between the end of the lever 7 and a 5 stop-arm,l5, whieh latber is pivoted to ohe timbers of the car ab er near one end, and

is also provided witl1 a loose connection wilsh the rod 10, such es will permib a relative movement between them in ahorizontal plane. 7 5 The conneetion between the rod 10 and arm 15 may be a slotted one, as represented in Fig. 4, if desired; but this is 11011 deemed necessary, for the reason that the are through which that portion of said arm moves is so sl1orb that bhe greatest distance from the ehord 't0 the periphery is so slighta as to be readily compensated for by the deflection 0f the rod itself, whieh is permibted by the slot in the end 0f t-he 1ever 7. It is only neeessary, 8 5 therefore, that the connction be such that they may move freelyin a horizontalplane withont binding.

In the preferred form of Ehe device, er that shown in Fig. I of the drawings, tal1e stop er 0 locking arm 15 is extended to the side 0f the car, where it travels in a guide, 23, and has a projeebing handle, 24. I:Iere, also, aspring, 25, is inserted. bebween the arm 15 and nut 16 011 brake-rod 10, for easing the efl'eet on said rod 9 5 0f the sudden stopping 0f the arm 15. By

screwing up bhe nut 16, bhe relative posi bions of the parts 7 15 am]. tensions of springs 13 14 25 may be adj usted as desired.

In operation a crowding 0f the cars 0f the 106 9. In combination wibh stop-operabing shaft 20, the hand-wheel 28 and the cable 21, counecting said shaft and wheel, whereby the former is operate d by the latter, as explained.

10. In combinauion with the stop-opemoing shaft 20, the rook-lever 26, eable or chain 21, pu1ley or 1ever 27, andhand-wheel 28, a11connected and adapted 150 operate substantially as sen forth.

EDVVARD J. ROBER'IS.

Witnesses:

W. W. CULBERTSON, F. H. BROWNING. 

